Passenger flow analysis device and passenger flow analysis method

Abstract

Providing technology that can calculate where timetable changes should be made to alleviate and level out congestion. [Solution] The system estimates the train transfer route showing the travel history of each passenger in a given train timetable 310, selects congested locations from among the travel locations where the number of passengers passing through those locations satisfies predetermined congestion conditions based on the train transfer route, calculates high-contribution locations from among the travel locations where passengers passing through those locations contribute relatively highly to the number of passengers passing through the congested locations, and presents the congested locations and high-contribution locations to the user.

Description

Technical Field

[0001] The present invention relates to a passenger flow analysis device and the like.

Background Art

[0002] As a technology for supporting train schedule revisions in railways, in order to grasp and correct congested points in the current train schedule, a method of estimating the congestion rate of each train and section in the train schedule using passenger data collected by automatic ticket gates and the like is known (for example, see Patent Documents 1 to 3).

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Patent Document 2

Patent Document 3

Summary of the Invention

Problems to be Solved by the Invention

[0004] However, even if the congested points in the current train schedule are identified, in order to alleviate and level the congestion, the selection of which points among a large number of trains and stations should be changed depends on the experience of the person in charge of train schedule revisions. Therefore, it has been difficult to show the objective validity of the points to be changed, difficult to mechanically calculate the points to be changed, and it has taken time to examine train schedule revision plans.

[0005] The problem to be solved by the present invention is to provide a technology capable of calculating the points where the train schedule should be changed for congestion alleviation and leveling.

Means for Solving the Problems

[0006] The first invention for solving the above problem is: A transfer route estimation means (for example, the transfer route estimation unit 202 in Figure 7) that estimates the train transfer route showing the history of the points of travel for each passenger in a given train timetable, Based on the aforementioned train transfer route, a congestion location selection means (for example, the congestion location selection unit 204 in Figure 7) selects a congestion location from among the aforementioned travel routes where the number of passengers passing through that location meets predetermined congestion conditions, A high-contribution location calculation means (for example, the high-contribution location calculation unit 206 in Figure 7) calculates high-contribution locations that satisfy predetermined high-contribution conditions indicating that passengers passing through such locations contribute relatively highly to the number of passengers passing through the congested locations, based on the aforementioned train transfer route, Presentation control means (for example, presentation control unit 208 in Figure 7) that presents the aforementioned congested areas and the aforementioned high-contribution areas to the user, This is a passenger flow analysis device equipped with [specific features / features].

[0007] Other inventions include, The computer system This involves estimating the train transfer route that shows the history of travel points for each passenger in a given train schedule (for example, step S1 in Figure 2), Based on the aforementioned train transfer route, select a congested location from among the aforementioned travel points where the number of passengers passing through that location meets the predetermined congestion conditions (for example, steps S3 to S5 in Figure 2), Based on the aforementioned train transfer route, calculate high-contribution locations that satisfy predetermined high-contribution conditions indicating that passengers passing through those locations contribute relatively highly to the number of passengers passing through the congested locations (for example, steps S7 to S17 in Figure 2), The control is performed to present the aforementioned congested areas and the aforementioned high-contribution areas to the user (for example, step S19 in Figure 2), A passenger flow analysis method may be configured to perform this analysis.

[0008] According to the first invention, it becomes possible to calculate the locations where the timetable should be changed in order to alleviate and level out congestion. Specifically, it is possible to quantitatively calculate high-contributing locations that contribute relatively high to the number of passengers passing through congested areas in the train timetable, such as by calculating high-contributing locations as locations that contribute significantly to the number of passengers passing through congested areas. Then, the calculated high-contributing locations can be presented to the user as locations that should be changed in order to alleviate and level out congestion in congested areas.

[0009] The second invention relates to the above invention, The high-contribution location calculation means calculates the degree of congestion contribution by which passengers passing through the travel route contribute to the number of passengers passing through the congested location, and calculates the high-contribution location that satisfies the high-contribution condition based on the degree of congestion contribution. This is a passenger flow analysis device.

[0010] According to the second invention, high-contributing locations can be calculated based on the degree of congestion contribution, which is the contribution of passengers passing through transit points to the number of passengers passing through congested locations.

[0011] The third invention is, in the above invention, The aforementioned congestion location selection means selects a location between train stations as the congestion location, The high-contributing location calculation means further uses the train-to-station travel time of the congested location to calculate the degree of congestion contribution. This is a passenger flow analysis device.

[0012] According to the third invention, the contribution of transit points to congestion in a congested area can be calculated by further using the train travel time between train stations in that congested area. As a result, the longer the train travel time between stations in a congested area, the higher the calculated contribution to congestion in that congested area. Therefore, in addition to alleviating and leveling congestion, it becomes possible to preferentially calculate and present as high-contributing points points locations that contribute to congested areas with longer train travel times between stations, in order to mitigate passenger inconvenience.

[0013] The fourth invention is, in the above invention, The congestion location selection means selects a plurality of the congestion locations, The high contribution location calculation means calculates a comprehensive high contribution location that satisfies a predetermined comprehensive high contribution condition indicating that it comprehensively contributes to the plurality of selected congestion locations, The presentation control means presents the plurality of selected congestion locations and the comprehensive high contribution location, It is a passenger flow analysis device.

[0014] According to the fourth invention, it is possible to calculate a comprehensive high contribution location that comprehensively contributes to a plurality of congestion locations and present it together with the plurality of congestion locations. As a result, it becomes possible to calculate and present a location for changing a timetable that has a high possibility of effectively achieving congestion mitigation and leveling of a plurality of congestion locations.

[0015] The fifth invention is in the above-mentioned invention, <00……​​​​​​​​​​​​​​​​​​​​​ The seventh invention is, in the above invention, A hypothesis setting means for setting a hypothesis that reduces the number of passengers passing through the high-contributing location, A prediction value calculation means for calculating the predicted value of the congestion contribution based on the aforementioned assumptions, It is a passenger flow analysis device that is further equipped with the following features.

[0020] According to the seventh invention, it is possible to calculate an estimated value of the contribution to congestion when the number of passengers passing through the calculated and presented high-contributing locations is reduced. This is useful for considering how much the number of passengers passing through high-contributing locations needs to be reduced in order to alleviate and level out congestion in congested areas.

[0021] The eighth invention is, in the above invention, A train schedule display control means that controls the display of the aforementioned train schedule in a graph. Furthermore, The display control means performs control to identify and display the congested areas and the high-contributing areas in the graph display. This is a passenger flow analysis device.

[0022] According to the eighth invention, in a graph display of a train timetable, congested areas and high-contribution areas can be identified and displayed. This makes it possible to present congested areas and high-contribution areas in the train timetable in a format that is highly visible and easy for users to understand.

[0023] The ninth invention is, in the above invention, The display control means performs the identification display for one or more congested locations selected by the congested location selection means. The high-contribution location calculation means calculates the high-contribution locations that satisfy the high-contribution conditions for the congested locations specified by the user from among the one or more congested locations, The presentation control means performs the identification display for the high-contributing locations to the designated congested locations. This is a passenger flow analysis device.

[0024] According to the ninth invention, in a graph display of train schedules, it is possible to identify and display high-contributing locations for a congestion location specified by the user from among one or more congestion locations. This makes it possible to identify and display not only overall high-contributing locations that contribute to multiple congestion locations, but also high-contributing locations for any single congestion location, which is useful for the user's consideration. [Brief explanation of the drawing]

[0025] [Figure 1] Overview diagram of passenger flow analysis. [Figure 2] A flowchart for passenger flow analysis processing. [Figure 3] An example of selecting a crowded area. [Figure 4] An example of the number of people shared with crowded areas. [Figure 5] An example of the contribution of individual congestion levels. [Figure 6] An example of the contribution of overall congestion. [Figure 7] Example of the functional configuration of a passenger flow analysis device. [Figure 8] An example of congestion contribution data. [Modes for carrying out the invention]

[0026] Preferred embodiments of the present invention will be described below with reference to the drawings. However, the applicable forms of the present invention are not limited to the following embodiments. Furthermore, in the drawings, the same elements are denoted by the same reference numerals.

[0027] Figure 1 shows an overview of the passenger flow analysis in this embodiment. As shown in Figure 1, in this embodiment, as a result of passenger flow analysis based on a given train timetable 310 and passenger OD (Origin to Destination) data 320, congested areas in the train timetable 310 and high-contributing areas that contribute relatively high to the congestion in the congested areas are presented. "Contributing to congestion in congested areas" means that a large number of passengers riding between train stations in congested areas are common to each other. Between train stations refers to one unit when a train is divided into stations (for example, between station A and station B of train A). In addition, there may be more than one congested area and multiple high-contributing areas.

[0028] The passenger OD data 320 is, for example, a collection of data obtained from automatic ticket gates (data on the number of passengers who entered or exited the station and used the service between the entry and exit stations during each time period, for each combination of entry and exit stations) and individual IC card ticket details (data that associates the entry station, entry time, exit station, and exit time).

[0029] The passenger flow analysis results are presented as a graph of train schedule 310, and in this graph, the parts of the train schedule corresponding to congested areas and high-contributing areas are identified and displayed on the screen by using different line thicknesses or colors.

[0030] In the example in Figure 1, it is shown that in the train timetable for the section "Station E to Station A", the section "Station C to Station A" of train "Rapid 11M" is a congested section, and the section "Station D to Station C" of train "Local 3M" is a high-contributing section. In other words, many of the passengers on the congested section "Station C to Station A" of train "Rapid 11M" are also passengers on the section "Station D to Station C" of train "Local 3M", and consequently, many passengers transfer from train "Local 3M" to train "Rapid 11M" at station C. Therefore, it is thought that congestion on the section "Station C to Station A" of train "Rapid 11M" can be alleviated by changing the train timetable, for example, by delaying the arrival of train "Local 3M" at "Station C", in order to reduce the number of passengers transferring from train "Local 3M" to train "Rapid 11M" at station C.

[0031] Figure 2 is a flowchart illustrating the flow of passenger flow analysis. First, based on passenger OD data 320, the train transfer route for each passenger in the train schedule 310 is estimated (step S1). The train transfer route is a route that shows the history of movement, including the stations between each train the passenger boarded, and the stations where the passenger was stationed for transfers or waiting for trains at transfer stations or the entry station, from the passenger's entry station to the exit station.

[0032] Next, based on the estimated train transfer routes of each passenger, the number of passengers and the occupancy rate (congestion rate) between stations (train stations) for each train in the train timetable 310 are calculated (Step S3). The occupancy rate is calculated as the ratio of the number of passengers Pa to the passenger capacity Ca of the relevant train (= Pa / Ca).

[0033] Next, congested locations that meet the congestion conditions are selected from among the train stations in the train timetable 310 (step S5). The congestion conditions are conditions indicating congestion based on the number of passengers, and can be, for example, when the occupancy rate exceeds a predetermined threshold (e.g., 150%). In addition, one or more congested locations can be selected.

[0034] Figure 3 shows an example of selecting congested areas. In Figure 3, the train schedule for four trains operating in the section "Station E to Station A" is displayed as a train route graph. In the graph, the circles at each station represent the arrival or departure of a train at that station, and the thick arrows represent the movement of passengers between events. Among the thick arrows, the white arrows indicate congested areas. Passenger movement includes boarding the same train between stations (from departure to arrival), stopping the same train at the same station (from arrival to departure), and transferring to a different train at the same station (from arrival to departure). Among these, the thick arrows representing boarding between stations are indicated by the number of passengers.

[0035] In the example in Figure 3, the passenger capacity of each train is set to "1000 people," and the threshold for the occupancy rate that constitutes congestion is set to "150%." Two locations between stations, "Station C to Station B" and "Station B to Station A," are selected as congestion points for train "Rapid 11M," which has more than "1500 people" in passenger numbers.

[0036] Next, one of the congested areas is selected (Step S7), and the number of passengers common to both the section between each train station in the train timetable 310 and the selected congested area is calculated (Step S9). The common number is the number of passengers who boarded between both stations, and can be determined from each passenger's train transfer route.

[0037] Figure 4 shows an example of a common number of passengers. In Figure 4, focusing on the congested section between stations "Station C to Station B" for train "Rapid 11M" in the train timetable shown in Figure 3, the number of passengers in common with the passengers in that congested section is shown among the passengers in each section between stations for each train (between each station for each train). In the example in Figure 4, passengers who boarded train "Rapid 11M" between stations that included the congested section, and passengers who transferred from train "Local 3M" which arrived earlier at "Station C," are among the passengers common with the congested section.

[0038] Next, based on the common number of passengers, the individual congestion contribution to the congested area between each train station is calculated (Step S11). The individual congestion contribution Cab to a congested area between train stations is calculated as the ratio of the common number of passengers Pab between the train stations and the congested area to the number of passengers Pa at the congested area, multiplied by the total penalty value F, as shown in equation (1). Cab = Pab / Pa × F ··(1)

[0039] The total penalty value F represents the degree of congestion at a congested location. For example, if the occupancy rate at a congested location exceeds a predetermined threshold (e.g., 150%), the value is "1," and if it is below the threshold, it is "0." In other words, the individual congestion contribution indicates what percentage of the passengers at a congested location are shared with passengers between train stations.

[0040] Figure 5 shows an example of the contribution of individual trains to congestion between stations. In Figure 5, we focus on the congested area between stations "Station C to Station B" for train "Rapid 11M" in the train timetable shown in Figure 3, and show the contribution of individual trains to congestion between stations.

[0041] After selecting all congested areas in order and calculating the individual congestion contribution for each selected congested area between each train station (Step S13: YES), the sum of the individual congestion contributions Cab for each congested area between each train station is calculated as the overall congestion contribution between the stations (Step S15).

[0042] Figure 6 shows an example of the overall congestion contribution. In Figure 6, the overall congestion contribution of each train between stations is shown when the two sections between stations "Station C to Station B" and "Station B to Station A" for train "Rapid 11M" in the train timetable shown in Figure 3 are congested. The overall congestion contribution for each train between stations is shown as the sum of the individual congestion contribution of train "Rapid 11M" to the section "Station C to Station B" and the individual congestion contribution of train "Rapid 11M" to the section "Station B to Station A".

[0043] Next, among the stations excluding congested areas, train stations whose overall contribution to congestion satisfies the overall high contribution condition are selected as overall high contribution locations (high contribution locations) (Step S17). The overall high contribution condition is a condition that indicates that a location contributes to multiple congested locations overall. For example, the overall contribution to congestion may exceed a predetermined threshold (for example, 0.5 × N (where N is the number of congested locations)), or the locations may be numbered M in descending order of overall contribution to congestion.

[0044] Then, the selected congested areas and areas with a high overall contribution are presented to the user (step S19). For example, as shown in Figure 1, the train schedule 310 is displayed as a graph, and in that graph, the parts of the train lines corresponding to congested areas and areas with a high overall contribution are identified and displayed by using different line thicknesses or colors. If there are multiple congested areas, it is good to add a congestion level to the congested areas or to use different identification displays (e.g., different colors) according to the congestion level. Similarly, for high-contributing areas, it is good to add a congestion contribution level to the high-contributing areas or to use different identification displays according to the congestion contribution level.

[0045] Furthermore, if there are multiple congested areas, the display screen may be configured to select a high-contributing area from among train stations whose individual congestion contribution to a single congested area selected by the user meets predetermined high-contributing conditions, and to switch the display to identify and display both the congested area and the high-contributing area.

[0046] When there are multiple congested areas, changing the overall high-contributing area makes it possible to efficiently alleviate and level out congestion in these multiple congested areas. In particular, when multiple congested areas are consecutive on the same train, if there is little passenger turnover between stations, the overall contribution of the high-contributing area to these congested areas will be high. Therefore, by changing the timetable to reduce the number of passengers at the high-contributing area, it becomes possible to alleviate congestion in multiple congested areas at once. On the other hand, even if multiple congested areas are consecutive on the same train, if there is a lot of passenger turnover between stations, the overall contribution of the high-contributing area to these congested areas will be low. In this case, changing the timetable to reduce the number of passengers at the high-contributing area will only alleviate congestion in some of the multiple congested areas.

[0047] Figure 7 shows an example of the functional configuration of the passenger flow analysis device 1. According to Figure 7, the passenger flow analysis device 1 is configured with an operation unit 102, a display unit 104, a communication unit 106, a processing unit 200, and a storage unit 300, and is realized as a type of computer system. The passenger flow analysis device 1 may be realized with a single computer, or it may be configured by connecting multiple computers.

[0048] The operation unit 102 is implemented by an input device such as a keyboard, mouse, touch panel, or various switches, and outputs an operation signal to the processing unit 200 according to the operation performed. The display unit 104 is implemented by a display device such as a liquid crystal display or touch panel, and displays various information based on the display signal from the processing unit 200. The communication unit 106 is a communication device implemented by a wireless communication module, router, modem, jack or control circuit for wired communication cables, etc., and connects to a given communication network to perform data communication with external devices.

[0049] The processing unit 200 is a processor implemented using arithmetic devices and circuits such as a CPU (Central Processing Unit) or FPGA (Field Programmable Gate Array), and performs overall control of the passenger flow analysis device 1 based on programs and data stored in the memory unit 300, input data from the operation unit 102 and the communication unit 106, etc.

[0050] Furthermore, the processing unit 200 performs passenger flow analysis processing (see Figure 2) based on the train schedule 310 and passenger OD data 320 by executing the passenger flow analysis program 302. Functional processing blocks for this purpose include a transfer route estimation unit 202, a congestion area selection unit 204, a high-contribution area calculation unit 206, and a presentation control unit 208. Each of these functional units in the processing unit 200 can be implemented either through software by the processing unit 200 executing a program, or through a dedicated calculation circuit. In this embodiment, the former, software implementation, will be described.

[0051] The transfer route estimation unit 202 estimates the train transfer route for each passenger, showing the history of the points they traveled through in the train timetable 310. For example, based on the passenger OD data 320, it estimates the train transfer route for each passenger by including the points between stations for each train and the points where passengers are delayed at each station for transfers or waiting for trains as travel points. The calculated train transfer route for each passenger is stored as train transfer route data 330.

[0052] The congestion location selection unit 204 selects congestion locations from among the travel routes based on the train transfer route, where the number of passengers passing through that location meets the predetermined congestion conditions. It also selects one or more locations between train stations as congestion locations.

[0053] Specifically, based on each passenger's train transfer route, the number of passengers and the occupancy rate for each train between stations (train-station intervals) in train timetable 310 are calculated. The occupancy rate is calculated as the ratio of the number of passengers to the passenger capacity of the relevant train. Next, congested sections that meet the congestion conditions are selected from among the train-station intervals in train timetable 310. The congestion conditions are conditions that indicate congestion based on the number of passengers, and can be, for example, the occupancy rate exceeding a predetermined threshold (for example, 150%). One or more station intervals can be selected as congested sections (see Figure 3).

[0054] The calculated number of passengers and occupancy rate for each train between stations are stored as passenger data 340. Additionally, the selected congested areas are stored as a congested area list 350.

[0055] The high-contribution location calculation unit 206 calculates high-contribution locations that satisfy predetermined high-contribution conditions, indicating that passengers passing through a travel route contribute relatively highly to the number of passengers passing through a congested area, based on the train transfer route. For example, it calculates the degree of congestion contribution by passengers passing through a travel route to the number of passengers passing through a congested area, and calculates high-contribution locations that satisfy the high-contribution conditions based on this congestion contribution.

[0056] Furthermore, the system calculates a total high-contribution location that satisfies predetermined overall high-contribution conditions, indicating that it contributes holistically to multiple selected congested locations. For example, for each selected congested location, the system calculates the individual congestion contribution of passengers passing through that location to the total number of passengers passing through that location, and then calculates a total high-contribution location that satisfies the overall high-contribution conditions based on these individual congestion contributions.

[0057] Specifically, for each congested area, the number of passengers common to both the section between stations (train-station intervals) for each train in the train timetable 310 and the congested area is calculated. The common number is the number of passengers involved in both the section between stations and the congested area, and can be determined from each passenger's train transfer route (see Figure 4). Next, based on the common number, the individual congestion contribution (congestion contribution) for the congested area between train stations is calculated. The individual congestion contribution Cab for a congested area between stations is calculated based on the number of passengers Pa at the congested area, the common number Pab between the section between stations and the congested area, and the total penalty value F, as shown in equation (1) (see Figure 5). Subsequently, for each section between train stations, the sum of the individual congestion contributions Cab for each congested area in that section is calculated as the overall congestion contribution (congestion contribution) for that section (see Figure 6).

[0058] Then, among the train stations excluding congested areas, stations whose overall contribution to congestion meets the overall high contribution condition (high contribution condition) are selected as overall high contribution locations (high contribution locations). The overall high contribution condition is a condition that indicates that a location contributes to multiple congested locations overall. For example, the overall contribution to congestion may exceed a predetermined threshold (for example, 0.5 × N (where N is the number of congested locations)), or the locations may be numbered M in descending order of overall contribution to congestion.

[0059] The calculated congestion contribution data is stored as congestion contribution data 360. Figure 8 shows an example of congestion contribution data 360. As shown in Figure 8, congestion contribution data 360 stores, for each train station, the common number of people and individual congestion contribution for each congested location, along with the overall congestion contribution.

[0060] The display control unit 208 presents the user with one or more congested locations selected by the congested location selection unit 204 and high-contributing locations calculated by the high-contributing location calculation unit 206. It also controls the display of the train timetable 310 as a graph, and controls the display of congested locations and high-contributing locations within the graph. Furthermore, it identifies and displays high-contributing locations for congested locations specified by the user from among one or more congested locations.

[0061] Specifically, the train schedule 310 is displayed as a graph of train lines, and in this graph, the parts of the train lines corresponding to congested areas and high-contributing areas are identified and displayed on a display screen, for example, on the display unit 104 (see Figure 1).

[0062] Furthermore, the display screen may accept user designations for the displayed congested areas, for example via the operation unit 102, and the designated congested areas may be given a different identification display. Additionally, high-contributing areas based on the individual congestion contribution between each train station for the designated congested areas may be given a different identification display.

[0063] The memory unit 300 is implemented using IC (Integrated Circuit) memory such as ROM (Read Only Memory) and RAM (Random Access Memory), storage devices such as hard disks, and external storage devices built in a cloud environment. It stores programs and data for the processing unit 200 to comprehensively control the passenger flow analysis device 1, and is also used as a workspace for the processing unit 200. Calculation results performed by the processing unit 200 and input data from the operation unit 102 and communication unit 106 are temporarily stored there.

[0064] In this embodiment, the storage unit 300 stores a passenger flow analysis program 302, a train timetable 310, passenger OD data 320, train transfer route data 330, passenger count data 340, a list of congested areas 350, and congestion contribution data 360.

[0065] According to this embodiment, it is possible to calculate the locations where the timetable should be changed in order to alleviate and level out congestion. Specifically, it is possible to quantitatively calculate high-contributing locations that contribute relatively high to the number of passengers passing through congested areas in the train timetable 310, such as calculating high-contributing locations as locations that contribute relatively high to the number of passengers passing through congested areas. Then, the calculated high-contributing locations can be presented to the user as locations that should be changed in order to alleviate and level out congestion in congested areas.

[0066] [Differentiation] It should be noted that the applicable embodiments of the present invention are not limited to those described above, and can be modified as appropriate without departing from the spirit of the invention.

[0067] (A) Total penalty value F The total penalty value F in formula (1) for calculating the individual congestion contribution may be weighted according to the occupancy rate. For example, if the occupancy rate (congestion level) (= number of passengers Pa / passenger capacity Ca) of a congested area exceeds a predetermined threshold (for example, 150%), the total penalty value F may be set to the occupancy rate itself (F = Pa / Pc).

[0068] Alternatively, the total penalty value F may be defined as a congestion disutility function with the occupancy rate as a parameter. Furthermore, the total penalty value F may be multiplied by the train-to-station travel time itself at the congested location, or a value corresponding to the train-to-station travel time, to calculate the individual congestion contribution (congestion contribution).

[0069] (B) Crowded areas In the above embodiment, the travel routes selected as congested areas were limited to the sections between train stations, but it may also include areas where passengers are waiting at stations. Areas where passengers are waiting at stations are areas related to passenger transfers or waiting for trains. Specifically, this corresponds to passenger congestion on station platforms and the section between trains at the same station, from the arrival of one train to the departure of the next.

[0070] In this case, the total number of passengers who disembarked at the station or entered the station to transfer trains during the time interval between the arrival of the train (the original train) to the station corresponding to the congestion point and the departure of the next train (the destination train) is calculated from each passenger's train transfer route. The congestion rate is then calculated as the ratio of the number of passengers to the predetermined capacity of the station platform. Congestion points that meet predetermined congestion conditions, such as the congestion rate exceeding a predetermined threshold (for example, 120%), are selected as congested points. This makes it possible to identify points that contribute significantly to platform congestion.

[0071] (C) High contribution areas Furthermore, in the above embodiment, the travel route calculated as a high-contributing location was limited to the section between train stations, but it may also include station dwelling areas, entry into stations, and exit from stations. Station dwelling areas are locations related to passenger transfers or waiting for trains at stations, corresponding to passenger dwelling on station platforms, and are the section between trains at the same station from the arrival of one train to the departure of the next. Entry into stations refers to events related to passengers entering each station to board each train. Exit from stations refers to events related to passengers exiting each station after disembarking from each train.

[0072] In this case, the number of passengers at a station is calculated based on each passenger's train transfer route. This is the sum of the number of passengers who disembarked at the station or entered the station to transfer trains during the time interval between the arrival of a train at the station and the departure of the next train. The number of passengers entering the station is calculated based on the number of passengers who entered the station during the time interval between the arrival of a train at the station and the departure of the next train. The number of passengers leaving the station is calculated based on the number of passengers who disembarked from the arriving train at the station and left the station.

[0073] (D) Calculation and presentation of the contribution to the limit congestion In the above embodiment, for the calculated and presented congested areas and high-contributing areas (overall high-contributing areas), the expected value of the congestion contribution of the high-contributing areas when the number of passengers passing through the high-contributing areas is reduced may also be calculated and presented.

[0074] Specifically, on the display screen for congested areas and high-contributing areas (overall high-contributing areas) (see Figure 1), the user is allowed to specify one high-contributing area and the reduction rate (y%) or reduction number (z people) of the number of passengers at that area. Then, the reduction in the number of passengers Pab common to both the specified high-contributing area and the congested area, ΔPab, is calculated using the formula ΔPab = (y / 100) × Pab or ΔPab = z × Pab / Pb, where Pab is the current number of passengers common to both the specified area and the congested area, and Pb is the number of passengers at the high-contributing area.

[0075] Next, using the calculated common number of people after the reduction (=Pab-ΔPab) for each of the congested areas in question, the individual congestion contribution after the reduction is calculated from equation (1), and the sum of these individual congestion contributions is calculated as the overall congestion contribution. Then, the calculated individual congestion contribution and overall congestion contribution after the reduction are displayed side by side with the individual congestion contribution and overall congestion contribution before the reduction (current time), and the decrease value and decrease rate of the individual congestion contribution and overall congestion contribution before and after the reduction are calculated and displayed. [Explanation of Symbols]

[0076] 1...Passenger flow analyzer 200... Processing Unit 202...Transfer route estimation unit 204...Selection of congested area 206... High Contribution Area Calculation Unit 208…Display Control Unit 300...Storage section 302…Passenger Flow Analysis Program 310... Train schedule 320…Passenger OD data 330...Train transfer route data 340... Passenger count data 350... List of crowded areas 360... Congestion Contribution Data

Claims

1. A transfer route estimation means for estimating train transfer routes that show the history of travel points for each passenger in a given train schedule, A means for selecting a congested location based on the aforementioned train transfer route, which selects a congested location from among the aforementioned travel points where the number of passengers passing through that location meets predetermined congestion conditions. A high-contribution location calculation means calculates high-contribution locations that satisfy predetermined high-contribution conditions indicating that, based on the aforementioned train transfer route, the passengers passing through the aforementioned travel route contribute relatively highly to the number of passengers passing through the aforementioned congested location. Presentation control means for presenting the aforementioned congested areas and the aforementioned high-contribution areas to the user, A passenger flow analysis device equipped with the following features.

2. The high-contribution location calculation means calculates the degree of congestion contribution by which passengers passing through the travel route contribute to the number of passengers passing through the congested location, and calculates the high-contribution location that satisfies the high-contribution condition based on the degree of congestion contribution. The passenger flow analyzer according to claim 1.

3. The aforementioned congestion location selection means selects a location between train stations as the congestion location, The high-contributing location calculation means further uses the train operating time between stations in the congested location to calculate the degree of congestion contribution. The passenger flow analyzer according to claim 2.

4. The aforementioned congestion location selection means selects a plurality of the aforementioned congestion locations, The high-contribution location calculation means calculates a total high-contribution location that satisfies predetermined total high-contribution conditions indicating that it contributes to the selected plurality of congested locations in an overall manner, The presentation control means presents the selected plurality of congested locations and the overall high-contributing locations. The passenger flow analyzer according to claim 1.

5. The high-contribution location calculation means calculates, for each selected congested location, the individual congestion contribution of passengers passing through that location to the total number of passengers passing through that location, and calculates the overall high-contribution location that satisfies the overall high-contribution condition based on the individual congestion contribution. The passenger flow analyzer according to claim 4.

6. The transfer route estimation means estimates the train transfer route for each passenger by including the locations between stations for each train and the locations at each station where transfers or train waitings are involved in the transfer route, based on the given passenger OD data. The passenger flow analyzer according to claim 1.

7. A hypothesis setting means for setting a hypothesis that reduces the number of passengers passing through the high-contributing location, A prediction value calculation means for calculating the predicted value of the congestion contribution based on the aforementioned assumptions, The passenger flow analyzer according to claim 2, further comprising:

8. A train schedule display control means that controls the display of the aforementioned train schedule in a graph. Furthermore, The display control means performs control to identify and display the congested areas and the high-contributing areas in the graph display. A passenger flow analyzer according to any one of claims 1 to 7.

9. The display control means performs the identification display for one or more congested locations selected by the congested location selection means. The high-contribution location calculation means calculates the high-contribution locations that satisfy the high-contribution conditions for the congested locations specified by the user from among the one or more congested locations. The presentation control means performs the identification display for the high-contributing locations to the designated congested locations. The passenger flow analyzer according to claim 8.

10. The computer system To estimate the train transfer route showing the history of travel points for each passenger in a given train schedule, Based on the aforementioned train transfer route, select a congested location from among the aforementioned travel points where the number of passengers passing through that location meets the predetermined congestion conditions, Based on the aforementioned train transfer route, calculate high-contribution locations that satisfy predetermined high-contribution conditions indicating that passengers passing through such locations contribute relatively high to the number of passengers passing through the aforementioned congested locations. The control system is used to present the aforementioned congested areas and the aforementioned high-contributing areas to the user. A passenger flow analysis method that performs this analysis.

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